Yamaha Star Roadliner 1850

Основная информация

Модель:

Yamaha XV 1900 Midnight Star

Год:

2007

Тип:

Кастом / Круизер

Двигатель и привод

Рабочий объем:

1854см³

Тип:

Тактов:

Мощность:

98.69 л.с. (72.0 кВт)) @ 4250 об./мин.

Компрессия:

9.5:1

Диаметр х Ход поршня:

100.0 x 118.0 мм (3.9 x 4.6 дюймов)

Крутящий момент:

167.80 Нм (17.1 kgf-m / 123.8 ft.lbs) @ 8000 об./мин.

Клапанов:

Диаметр х Ход поршня:

100.0 x 118.0 мм (3.9 x 4.6 дюймов)

Контроль топлива:

OHV

Запуск двигателя:

Электростартер

Зажигание:

Digital TCI

Охлаждение:

Воздушное

Коробка передач:

5 скорости

Привод:

Ремень

Сцепление:

Wet, multiple disc

Размеры

Вес:

320 кг

Высота:

1100 мм

Длина:

2580 мм

Ширина:

935 мм

Дорожный просвет:

155 мм

Высота по седлу:

735 мм

Ходовая

Колесная база:

1715 мм

Рама:

Aluminium double cradle

Передний амортизатор:

Телескопическая вилка

Ход спереди:

135 мм

Задний амортизатор:

Swingarm (Link-type monocross suspension)

Ход сзади:

200 мм

Скорость и ускорение

Мощность/Вес:

0.3084 л.с./кг

Прочее

Вместимость бензобака:

17 л.

Передняя покрышка:

130/70-R18

Задняя покрышка:

190/60-R17

Передний тормоз:

Double disc

Диаметр переднего тормоза:

298 мм

Задний тормоз:

Один диск

Диаметр заднего тормоза:

320 мм

General information

Model:

Yamaha Roadliner

Year:

2007

Category:

Custom / cruiser

Rating:

74.2 out of 100. Show full rating and compare with other bikes

Engine and transmission

Displacement:

1851.85 ccm (113.00 cubic inches)

Engine type:

Stroke:

Compression:

9.5:1

Bore x stroke:

100.0 x 118.0 mm (3.9 x 4.6 inches)

Fuel system:

Injection. Twin-bore injection, w/throttle position sensor

Fuel control:

DOHC

Starter:

Electric

Cooling system:

Air

Gearbox:

5-speed

Transmission type
final drive:

Belt

More details

Consult a Yamaha repair manual.

Physical measures

Dry weight:

319.8 kg (705.0 pounds)

Seat height:

734 mm (28.9 inches) If adjustable, lowest setting.

Overall height:

1,100 mm (43.3 inches)

Overall length:

2,581 mm (101.6 inches)

Overall width:

1,100 mm (43.3 inches)

Ground clearance:

155 mm (6.1 inches)

Wheelbase:

1,715 mm (67.5 inches)

Chassis and dimensions

Front suspension:

46mm telescopic fork with adjustable preload

Front suspension travel:

135 mm (5.3 inches)

Rear suspension:

Single shock, link-type

Rear suspension travel:

109 mm (4.3 inches)

Front tyre dimensions:

130/70-18

Rear tyre dimensions:

190/60-17

Front brakes:

Double disc

Front brakes diameter:

298 mm (11.7 inches)

Rear brakes:

Single disc

Rear brakes diameter:

320 mm (12.6 inches)

Speed and acceleration

Other specifications

Fuel capacity:

17.03 litres (4.50 gallons)

Further information

Parts and accessories

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Ask questions

Join the 07 Yamaha Roadliner discussion group

Insurance, loans, tests

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Related bikes

List related bikes for comparison of specs

Let me say right up front that I am very impressed after my first outing on Yamaha's new maximum twin. That hasn't always been the case with new big-inch twins. Honda's VTX1800 left me cool, and I was actually disappointed by Kawasaki's Vulcan 2000. However, after spending a day riding the Yamaha Roadliner, I think Yamaha has hit a home run.

Part of the Roadliner's success is a result of Yamaha's restraint and common sense. The first prototype produced for this project (apparently Yamaha had caught wind of the Kawasaki 2000) was 2400cc. But, as those who rode it told me, "It was just too big." They reported it was top-heavy and ungainly in appearance. So the second delivery from the drawing board solidly mounted a smaller 1853cc (113ci) air-cooled counterbalanced V-twin.

There are three cosmetic variants of the Roadliner. We rode the chrome-encrusted S model, which comes in white ($14,780) or the bronze/black ($14,980). The Midnight ($13,880) has the blacked-out treatment on most of the metal and comes only in black. The base model ($13,580) is available only in black cherry.

Intended to be an "image-leading model," the XV1900 Roadliner was to have "artistic style, with room for technology." That technology includes a 37-pound aluminum frame—that's 25 pounds lighter than the Road Star frame—mated to an 8-pound aluminum swingarm. But it's also artistic because the frame is styled at the steering-head area and the swingarm features the windswept shapes that distinguish the bike.

Although its layout, which includes pushrod valve operation and dry-sump lubrication, may suggest that it is just a bored and stroked version of the 1670cc Road Star engine, that's not the case. Though the arrangement is similar to the VX1700 Road Star's, the Roadliner has different cases with different shaft spacing, has its own four-valve, dual-plug heads with very straight intakes and a stout 9.5:1 compression ratio, and features dual counterbalancers on each end of the crankshaft.

The Roadliner shows more attention to the shapes of minor parts, such as the fender struts, than any motorcycle in memory. All models of the Roadliner and Stratoliner use tubeless tires (a 130/70-18 front and 190/60-17 rear) on these cast wheels, which are polished on the S.

Smaller hands may find the handlebar levers a slight stretch, and this bike doesn't have Yamaha's usual lever-position adjusters. However, the people at the Star accessory group are working on offering adjustable accessory levers or levers bent for smaller hands.

The Star styling team's attention to detail extended to the shape of the swingarm, which was formed from aluminum for weight and appearance. Although it's longer than the belt used on the Road Star and Warrior, the Kevlar-reinforced drive belt is the same width.

The valves are bigger, and the pushrods are 2mm shorter than the XV1700. The XV1900 has a new high-efficiency lubrication system. The cylinders use a new process to machine the ends of the fins, which are deeper for better cooling. Of course, it does have a 2mm wider bore (100mm) than the 1700, and the stroke is 5mm longer, at 118mm.

Handling is neutral and precise, but you feel the size and mass of the bike. The suspension is much better than most cruisers'.

Inhaling from a single 3.5-liter airbox under the upper (3.7 gallons) of two fuel tanks (the second with .8 gallons, under the saddle, brings the total to 4.5 gallons), the fuel injectors use 43mm throttle bodies with 12-hole wide-spray pattern injector nozzles (a first for a cruiser) to improve power and reduce fuel consumption. Even more interesting is the exhaust system, which incorporates Yamaha's EXUP exhaust valve in the head pipes to significantly improve low- and mid-range power. Owners who replace the complete exhaust system stand to lose substantial power in the places where they use it most. Yamaha broke with its usual policy and made claims for the power output of the Roadliner: 101 horsepower (91 at the rear wheel), and 124 foot-pounds of torque (117 at the rear wheel).

That triple chrome trim that extends forward from the tank to the steering head seems likely to be controversial. With all the attention to styling detail, it's surprising to see the wire bundle so conspicuous on the right side of the steering head.

Styled like an early-20th-century clock, the instrument cluster includes tachometer, fuel gauge, and multi-function LCD display. Offsetting the fuel filler to the right side of the tank means that it is possible to completely fill the tank on the sidestand.

Attention to streamlined shapes extends to the shifter and sidestand. The shift levers can be adjusted independently or the rear lever can be removed. Replaceable drag pads under the floorboards keep the boards from being scratched.

You can feel that muscle when you drop the hydraulic clutch and pull away. The power and the clutch come in smoothly, so it's easy to pull away without jerking your passenger. Shifting is also smooth, and neutral is easy to find. Except for some take-up in the driveline dampers when you decelerate, the drive train is quite smooth. Power is strong and seamless from 2000 rpm. The beat of the exhaust is satisfyingly deep and solid.

Because there is an EXUP valve in the exhaust, owners who replace the entire exhaust system will probably sacrifice a significant amount of the low-end power as a result.

It runs up to highway speeds briskly, and at 65 mph is turning just 2500 rpm. Yamaha claims it accelerates harder than the Honda VTX1800 or the Kawasaki Vulcan 2000, and my day twisting the throttle didn't do anything to discount that claim. It will be interesting to

Perhaps more than anything, I was impressed by the suspension. The 5.1-inch-travel 46mm fork and 4.3-inch-travel single-damper rear suspension serve up a low-impact, extremely well controlled ride. At 705 pounds without fluids with a 67.5-inch wheelbase, it can't be considered nimble, but it is predictable and easy to put right where you want it. Cornering clearance improves on the Road Star, but is only average for other cruisers.

Turn signals and the license-plate light also felt the designers touch.

Yamaha reps said they wanted to lay out the Roadliner to fit a wide variety of rider sizes. The designers made the rider's saddle section extra-long and provided long floorboards. It isn't too high either, at 28.9 inches off the road. It sure worked for me. Nothing annoyed me about the saddle during my day riding up and down the Columbia River out of Portland: I never felt cramped; there were no hard spots, and I could slide forward or back to change my position. The oversized floorboards were just as accommodating to my size 13 boots, which usually feel awkward on floorboards.

On the other hand, I couldn't cover the front brake lever while holding the throttle, and unlike most other Yamaha cruisers, there are no lever-position adjusters on the Roadliner handlebar levers. This is one place where form has trumped function, though the Star accessory group is working on developing adjustable levers or levers with a different bend for smaller hands. The front brake, two four-piston monoblock calipers working on 298mm rotors, offers plenty of power with good control. The same goes for the rear brake, which provides better control than most cruisers.

Yamaha touts the width of the Roadliner's handlebar as one of its assets, but out on the road, that width makes you work to hold your position against the wind or slide back on the roomy seat to lean into the wind pressure. Included on the bar's switch housings are controls for the big LCD window at the bottom of the classically styled tank-top instrument cluster. The handlebar switches allow you to select the elements—clock, two tripmeters, odometer—and to reset those that can be. They are also used to set the instrument lighting brightness or to enter diagnostic mode. There is also a fuel-reserve tripmeter, which begins to count up when the engine starts drawing from the reserve fuel supply. The instrument cluster includes a small tachometer and fuel gauge.

The dual-element headlight and teardrop-shaped turn signals the the bike's style. This S model has chromed fork covers instead of the brushed.

Even the inconspicuous guards for the passenger footpegs have been styled with a windswept shape. We wish those hoses weren't so prominent, however.

The ignition lock atop the headlight has a sliding cover. When you pull out the key, the cover slides back to conceal the lock and keep out precipitation.

The February issue of Motorcycle Cruiser will have a full test of the bike, and we'll learn if it lives up to Yamaha's claims for fuel mileage (a range of over 200 miles?) and performance. The first California models are arriving now, and the rest of the country will be getting bikes in October. The first shipment of Stratoliner (a version of the Roadliner with windshield, saddlebags, and passenger backrest) will arrive in December.

Мускулистый байки, большие кубики и вместительные кофры, требуют реальных расстояний с захватывающей перспективой, правильно?

Выбрав примерно 450-ти мильное расстояние от нашего сырого гаража до крутых красных слябов Национального парка Зайон, мы направили наши байки на восток, для хорошего дальнего путешествия, с массой красивых природных сцен. Однако природа вначале имела несколько другие планы, относительно нашей фотосессии. В момент нашего выезда рассвет оказался очень туманный, а это не лучшие условия для тестирования и фотографирования наших блестящих круизёров. Мы остановились на паркинге и пробормотали прошение богам тумана, дабы они очистили пейзаж от серой мглы.

Это сработало. К тому времени, когда мы попали в Юта, в конце дня, нам пришлось одеть солнцезащитные очки. Все холмы в округе пылали в лучах заходящего солнца.

Наш базовый лагерь расположился в Сент-Джордже, штат Юта. Это среднго размера город, расположенный в 50-ти милях от входа парк Зайон. Чтобы добраться до Zion National Park необходимо проехать на север по I-15 и выехать на шоссе 9, и затем доехать по нему до Springdale.

Небольшой посёлок Springdale, находится рядом с границей парка, это хорошее место для дозаправки как байка, так и себя перед посещением парка. Вы вряд ли сможете промахнутся мимо Mean Bean Coffee House , где, как видно из названия, можно получить кофе и различные варианты завтраков. В этой части страны масса великолепных природных красот, а каньон Зайон – эпицентр этого великолепия. Обилие сотворённых природой скульптур из песчаника различных форм, масштабов и цветов просто удивительно. Во время нашей поездки по шоссе 9 (Zion-Mount Carmel), через центр парка, мы с трудом могли заставить себя смотреть на дорогу. В каждом уголке парка находится столько красивых природных достопримечательностей, что у нас от этого дух захватывало (падали челюсти).

Не планируйте поездки по коньону Зайон во время пика сезона (летнее время) – он закрыт для частного транспорта в связи с большим трафиком и для защиты от выхлопных газов. В это время попасть на Scenic Drive можно только на автобусе; на частном транспорте сюда можно попасть с начала ноября по март. А вот шоссе 9 открыто для транспорта круглый год. Определённые неудобства заключаются в том, что Зайон относится к NPS (National Park Service). Это означает национальный парковый синдром, и его симптомы включают ограничение скорости 45 миль/ч, радары на дороге и толпы надоедливых туристов с открытыми ртами. Живописный, длиной в 2 км., туннель Zion-Mt. Carmel может оказаться забитым автобусами и ищущими хороший пейзаж джипами со всех сторон, поэтому я рекомендую добираться в парк рано утром.

К счастью есть возможность выбора и других маршрутов за пределами парка – на востоке находится шоссе 89 и к нему примыкает множество живописных мест. В тридцати милях на север от 89-го, например, начинается одна из самых моих любимых дорог, SR 12 Scenic Byway протяжённостью 125 миль, которая проходит мимо самых захватывающих пейзажей на планете. И обязательно посмотрите гораздо менее загруженный людьми второй вход в Зайон. Это можно сделать, проехав по I-15 до Kolob Fingers Road, и повернув на неё доехать до панорамы каньона Колоб, а затем добраться до западного входа в Зайон. Естественно, не забудьте взять камеру и несколько Гб карточек. Вы просто можете прокатиться по SR143, которая примыкает к 89-ой в городке Panguitch. Ехать, возможно, будет прохладнее, зато вы получите удовольствие от хорошего асфальта с множеством извилистых поворотов и кучей незабываемых пейзажей.

Конечно, шоссе 89 само по себе окружено красочными пейзажами, оно пролегает на восток через Grand Staircase-Escalante National Monument до пересечения с Колорадо (плотина Глен-Каньон) и далее поворачивает на юг. Проехав дальше и свернув в Jakob Lake на 67-ую (зимой дорога закрыта) вы доедете до North Rim и сможете осмотреть пейзажи Гранд-каньона.

Zion National Park находится на шоссе 9 по I-15 возле города Springdale. Kolob каньон расположен в непосредственной близости I-15 выход 40, в 20 милях к югу от Сидар-Сити. Парковый сбор $ 25 за автомобиль, за мотоцикл придётся отдать по $ 12 на человека за семь дней.

"Поверьте мне, это стоит того."
- Andrew Cherney

Info
scenicsouthernutah.com
utah.com/byways/zion_park.htm
nps.gov/zion
scenicbyway12.com
meanbeancoffee.com